All posts for the month October, 2011

CBR900RR

The CBR900RR was introduced in 1992 and was fitted with an 893 cc (54.5 cu in) inline-four engine. When introduced, it set a precedent for light weight in the super bike class. At 453 lb (205 kg) with a full tank of gas, the CBR900RR was just 4 lb (2 kg) heavier than Honda’s own CBR600F2, and 76 lb (34 kg) lighter than the next-lightest open-class machine at the time, the Yamaha FZR1000. Minor changes to the 1994 model included an improved shift drum to cure notchy shifting, and steadier mirrors.

In a move to refine the CBR900RR’s handling traits on bumpy roads, the 1995 model’s suspension was upgraded with revised spring and damping rates, and a compression adjuster was added to the front fork. More aggressive bodywork incorporated a “cut reflector” design headlight and fewer of the CBR’s unique fairing holes. Slimmer and firmer footpegs were patterned after the RC45 and a shift linkage replaced the original model’s backward pedal. A new instrument panel included an electronic speedometer that measured speed from the countershaft sprocket. The only engine change in 1995 was the replacement of the aluminum valve cover with a magnesium piece.

1997 CBR900RR

CBR919RR

1996 brought the first major changes to the CBR900RR. In order to achieve a more optimized balance of rigidity, Honda significantly altered the 1996 CBR’s chassis and suspension. The frame and swingarm were fabricated from larger, thinner-walled extrusions for reduced torsional rigidity. The fork and shock internals were re-designed, and the swingarm pivot raised by 5 mm (0.2 in). Revised ergonomics brought the bars 10 mm (0.4 in) higher and swept back five degrees more than earlier models, along with a slimmer gas tank. Engine updates included a bump in displacement to 919 cc (56.1 cu in) via a 1 mm (0.039 in) bore increase, slightly higher compression, a curved radiator, larger exhaust, extra clutch plates, smaller alternator, and the addition of a throttle position sensor. The 1996 model carried over to 1997 unchanged except for the updates to color/graphics offerings.

1999 German type SC33 II

In 1998, Honda continued subtle refinements in the CBR919RR’s chassis. It saw frame stiffness closer to the original model’s, revised suspension internals, and 5 mm (0.2 in) less triple clamp offset (an almost universal aftermarket upgrade to previous models). New brake calipers acted on larger front discs, the fairing was re-shaped and raised footpegs subtly changed ergonomics again. Eighty percent of the engine’s internals were all-new to reduce weight and minimize friction; other updates included redesigned combustion chambers and porting, aluminum composite cylinders, new pistons, a smaller and lighter clutch pack, revised gearbox ratios, larger radiator, and a new stainless steel exhaust header.

CBR929RR

The CBR929RR had a completely new 929 cc (56.7 cu in) engine incorporating fuel injection, more oversquare cylinder dimensions, larger valves set at a narrower included angle, lighter internals, and an all-titanium, HTEV-equipped exhaust system. The “pivotless” chassis had the swingarm mounted to the engine cases but incorporated a brace underneath the engine. Updated suspension and brakes included an inverted front fork and 330 mm (13 in) front discs; and the 16 in (410 mm) front wheel was replaced for a more common 17 in (430 mm) wheel.

CBR954RR

In 2002, a brand new engine was made which increased capacity to 954 cc (58.2 cu in) which resulted in the CBR954 name. Larger injectors and radiator, re-mapped electronic fuel injection, and a more powerful computer were also added. The bodywork and fairings were reworked for a sleeker, more aerodynamic feel. The frame was strengthened and a more rigidswingarm added and the riding position/pegs were raised to allow for greater lean angles. Dry weight reduced to 168 kg (370 lb).

The Honda CBR600RR was developed from and inspired by the Honda RC211V MotoGP bike. The similar physical appearance of the CBR600RR and RC211V is intentional. Underneath the looks lie MotoGP technologies that were made available for the first time on a production motorcycle such as the Unit Pro-Link rear suspension and Dual Stage Fuel Injection (PGM-DSFI). Both were taken directly from Honda’s MotoGP bike. While it’s not uncommon for street bikes to utilize racing technology, this was the first time totally new technologies found their way to the production line the same year they made their way to the professional racing grid. The bike receives the “RR” designation for “race replica” because of its emphasis on racing characteristics such as an advanced braced swingarm, center-up exhaust system, and more aggressive riding position. The 2003 model carried over to 2004 technically unchanged, but with new color schemes.CBR600RR Fairing

The Honda CBR 1000RR was developed by the same team that was behind the Honda RC211V race bike for the MotoGP series. Many of the new technologies introduced in the Honda CBR600RR, a direct descendant of the RC211V, were used in the new CBR1000RR such as a lengthy swingarm, Unit Pro-Link rear suspension, and Dual Stage Fuel Injection System (DSFI).Honda CBR1000RR Fairing

Fairing – TheHondastory is the story of one man, Soichiro Honda, and his unparalleled achievement of bringing motor cycles to the masses. Soichiro Honda was a racer, a businessman, and a manufacturer. But most of all he was a dreamer. He dreamed of a better way of making piston rings, founded a small company, and began production. He dreamed of giving people everywhere an economical form of transportation, and began producing small motorcycles, including one built in 1949 called the D-Type Dream. Honda Fairings

In the market for a new Tail Light? Give the people you pass something to look at by browsing our large selection of aftermarket tail lights. A new set of tail lights will set off the back of the Motor and make your ride stand out from the masses. We carry a full line of after market and OEM spec tail lights for your Motor. They are affordable, easy to install and look great.

Two Motorcycle Fairing Stay Brackets are attached on either side of the lower portion of a fairing assembly. The brackets engage the motorcycle at the upper portions of the fork assembly via an upper and lower docking post on each side of the motorcycle. The edges of the brackets serve as guide ramps that lead to upper and lower U shaped female docking points in the brackets During attachment, the brackets guide the fairing downward by sliding the guide ramps along the male docking posts on the motorcycle into a position where the upper and lower male docking posts fully engage the upper and lower female docking points of the brackets. A locking mechanism secures the brackets to the motorcycle when in the fully engaged position.

Motorcycle rear huggers are made to keep your undertail from getting overly dirty and will also give the back of your bike a new look. The huggers for bikes that we carry come in many styles for all different bikes and they are guaranteed to fit extremely well. In fact, you won’t need to do any modifications and all you need to have are simple hand tools to fit and install your very own custom motorcycle rear hugger.

If you’re looking for the highest quality, fully adjustable aftermarket motorcycle rearsets then you’ve come to the right place. At MadHornets we are proud to bring you only the best aftermarket footrests and rearsets available. Browse our shop today and we are sure you will find the perfect motorcycle rearsets to fit the look and style of your ride. All of our rearsets use ball bearings for a solid, durable feel. They are also anodized and come in black, sliver or gold to best match the style of your bike. You will love the look and comfort these rearsets give you so make the upgrade today and save.